Motorcycle restraint system

ABSTRACT

The present invention is a motorcycle restraint system utilizing a trailing member linking the rear axle of the motorcycle to the floor of the transport vehicle via two hinge joints, allowing for automatic height adjustment. The restraint system allows the motorcycle to be transported without the use of tension straps, allowing both tires to rest on the floor of the transport vehicle against only the weight of the motorcycle.

FIELD OF THE INVENTION

The present invention relates generally to systems for restrainingmotorcycles during transport. More particularly, this invention pertainsto systems of restraining a motorcycle in a trailer or other vehicle(hereafter collectively referred to as transport vehicle) without theuse of straps.

BACKGROUND OF THE INVENTION

There are generally three prior systems of restraining a motorcycle in atransport vehicle, which are described below.

The first system is commonly referred to as the Chock and Strap System.The customary system of restraining a motorcycle involves a chock toprevent forward motion, and straps (usually two or four) thatsimultaneously pull the motorcycle forward into the chock and downwardcompressing the motorcycle tires and springs of the front and rearmotorcycle suspension. The motorcycle tire pressures and springs of themotorcycle suspension help restrain the motorcycle by providing arelatively constant force on the straps.

The disadvantages of the chock and strap system are: i) the straps arerelatively time consuming to install and involve manually holding themotorcycle upright while putting the straps into place; ii) carefulrouting and placement of the straps are required to prevent damage tomotorcycle parts including cosmetic parts as well as safety-relatedparts such as throttle cables and brake lines; iii) heavy compression ofthe spring suspension system of the motorcycle puts undo stress on themotorcycle suspension and causes premature wear of suspension partsand/or misalignment of suspension and/or chassis components; iv)reduction of tire pressure (i.e., flat or partially flat tire) duringtransport reduces strap tension, causing the motorcycle to be restrainedless-securely; and v) improper routing of straps (i.e., straps notrouted at proper angle to form adequate triangulation) might allow themotorcycle to tip over under adverse road conditions.

The second prior system is commonly referred to as a Locking Chock. Thissecond system of restraining a motorcycle for transport includes a moresophisticated front wheel chock, which cradles the wheel in a way thatholds the motorcycle upright and prevents forward and backward motion.The chocks operate with a principal of over-center lock and/or apositive lock. In a static situation (i.e., the transport vehicle is notmoving), this system will hold a motorcycle upright with no straps toaid in stability. Two straps are recommended to complete this system inorder to: i) prevent tip-over of the mated motorcycle/chock (assumingthe chock is not attached to the floor of the transport vehicle); andii) to prevent the front wheel of the motorcycle from hopping out of thechock due to adverse road conditions. This system is an improvement overthe chock and strap system since it is generally easier and quicker tostabilize the motorcycle for transport.

The disadvantages of the locking chock system are: i) straps arerequired to ensure that the motorcycle stays in place in the event ofadverse driving conditions causing additional stress on the motorcyclesuspension and increasing the time required to restrain the motorcycle;and ii) reduced tire pressure (i.e., flat or partially flat tire)decreases how securely the motorcycle is held in place during transport.

A third prior system is referred to as the Rear Axle Stand. This thirdsystem of restraining a motorcycle for transport is shown in twoexamples of prior art, one of which is sold by Strapless Stands. Thesecond example was previously developed by the Assignor of the presentinvention and is referred to as the Trailer Restraint Stand, which hasbeen in use since February 2004. These two examples share the followingcharacteristics: i) they both restrain the motorcycle with a rodinserted through its hollow rear axle; ii) they both are capable ofholding a motorcycle upright with the rear tire just above the floor ina static situation; and iii) the framework of these systems are fixed tobrackets that are permanently fixed to the floor of the transportvehicle. These systems hold the motorcycle in place with no additionalaugmentation such as straps for all occasions except rollover of thetransport vehicle. The front wheel of the motorcycle is held in place bythe weight of the motorcycle. This system puts no undo stress into thesuspension or chassis of the motorcycle since tension straps are notused and is not dependent on constant tire pressure for its integrity(i.e., a flat tire will not affect how snugly the motorcycle is held).

Disadvantages of the third system includes: i) the motorcycle generallymust first move forward, then backward into its stored location whichmeans there must be additional space in front of the motorcycle beforeit is secured to the floor; and ii) the framework of these twoembodiments are not inherently adaptable to varying heights of themotorcycle wheel so provisions must be made to accommodate an unusuallylarge, or small diameter wheel.

To overcome some or all of the disadvantages outlined herein, anembodiment of the present invention is provided that pertains to amotorcycle restraint system that restrains the motorcycle with a rodinserted through the hollow rear axle of the motorcycle like the thirdprior system, above. But unlike the existing systems, the presentinvention has a framework assembly that trails behind the motorcycle.The framework assembly is fixed to the motorcycle axle. The motorcycleis then rolled forward until the framework system is trapped by areceiver assembly fixed to the floor of the transport vehicle. Thereceiver assembly is then positively locked to the framework assembly.When restrained, the system has a hinge point at the motorcycle rearaxle and at the lower aft end of the framework assembly where it istrapped by the receiver assembly. In combination, the two hinge pointsangle the framework assembly to adjust to varying heights of motorcyclewheels and adjust to a tire that flattens during transport. The size andproportions of the system and its components can be altered to fitvarious applications. Details of the embodiment of the invention can bevaried without varying the concept of the invention.

BRIEF SUMMARY OF THE INVENTION

The present invention is a restraint system for transporting motorcycleson or within a transport vehicle. It is distinguished from the mostcommon motorcycle restraint systems in that it does not require the useof tension straps to restrain the motorcycle. It is also distinguishedfrom other trailer restraint systems in that it allows both tires of themotorcycle to rest on the floor of the transport vehicle under theweight of the motorcycle alone. In one embodiment of the invention a rodis inserted through a portion of a framework assembly of the system andthe rear axle of the motorcycle. The framework assembly generally trailsbehind the motorcycle and is trapped by a receiver assembly that ispermanently, or semi-permanently, attached to the floor of the transportvehicle. Positive locking of: i) the motorcycle to the frameworkassembly, ii) the framework assembly to the receiver assembly, and iii)the receiver assembly to the floor ensures safe transport of themotorcycle. In one embodiment two hinge joints are formed resulting inan automatic, or passive, height adjustment capability to accommodatevarious wheel diameters and to adapt to the change of the effectivewheel diameter due to reduced tire pressure (i.e., a flat or flatteningtire). Operating this system involves the following steps: i) attachingthe framework assembly to the motorcycle by inserting a rod through armsdefined by the framework assembly and through the rear axle of themotorcycle, ii) pushing the motorcycle to a stowed location in thetransport vehicle so that a trailing bar of the framework assembly istrapped by the receiver assembly in the floor of the vehicle at whichtime the receiver assembly captures the trailing bar; and iii)positively securing locking assemblies defined by the receiver assemblyto restrain the trailing bar.

In one embodiment of the present invention, there is provided arestraint system for use with a motorcycle in a transport vehicle havinga floor, wherein the motorcycle has a rear wheel positioned on a rearaxle. The restraint system includes a framework assembly and a receiverassembly. The framework assembly has a rod for insertion through therear axle of the motorcycle and has ends that are captured by arms,which extend upwardly from a trailing bar. The framework assembly ispreferably positioned such that the trailing bar is behind the rearwheel of the motorcycle. The receiver assembly is attached to the floorof the transport vehicle and has at least one locking assembly thatmates to the trailing bar of the framework assembly, thereby securingthe motorcycle to the floor of the transport vehicle.

In yet still other embodiments, the framework assembly may include (1) ahandle that extends outwardly from the trailing bar; (2) locking pinspositioned on the ends of the rod that extend past the arms; (3) a pairof openings separately positioned on each arm for storing a strap; (4)arms separately spaced by a predetermined distance to accommodate forthe rear wheel of the motorcycle; and (5) a trailing bar that has atleast one rotatable guide.

In other embodiments, the receiver assembly may include (1) a base plateattached to the floor of the transport vehicle; (2) a pair of lockingassemblies that are positioned and separately secured to the base plateby a predetermined distance apart from each other; (3) a lockingassembly that includes a latch positioned between a pair of bracketsthat defines a lateral opening through the brackets and latch, thelateral opening being positioned for receiving and securing an end ofthe trailing bar between the brackets and latch, whereby the motorcycleis secured to the floor of the transport vehicle through the frameworkassembly and receiving assembly; (4) a pin for insertion through holesdefined by the latch and pair of brackets that align at least when thetrailing bar is positioned in the lateral opening.

Various embodiments of the invention have potential for wide spreadapplications including restraining and/or transporting vehicles orobjects other than motorcycles. Other details and advantages of thepresent system are apparent in the following description, accompanyingdrawings and the claims.

Numerous other advantages and features of the invention will becomereadily apparent from the following detailed description of theinvention and the embodiments thereof, from the claims and theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

A fuller understanding of the foregoing may be had by reference to theaccompanying drawings, wherein:

FIG. 1 is an isometric view of an embodiment illustrating the entiresystem restraining a motorcycle on the floor of a transport vehicle;

FIG. 2A is an isometric view of the embodiment from FIG. 1 detailing thereceiver showing its relation to the floor of the transport vehicle andto the trailing bar;

FIG. 2B is an isometric view of FIG. 2A showing a cross section of alock preventing a locking assembly from moving in the y-axis;

FIG. 3 is side view of the embodiment from FIG. 1;

FIG. 4 is a rear view of the embodiment from FIG. 1;

FIG. 5 is a side view showing the framework assembly mated to themotorcycle prior to the framework assembly being captured by thereceiver assembly;

FIG. 6 is a side view showing the trailing bar of the framework assemblyas it is being captured by the receiver assembly; and

FIG. 7 is a side view showing a latch defined by the receiver assemblyrotated to allow the framework assembly and motorcycle to be de-matedfrom the receiver assembly.

DETAILED DESCRIPTION OF THE INVENTION

While the invention is susceptible to embodiments in many differentforms, there are shown in the drawings and will be described herein, indetail, the preferred embodiments of the present invention. It should beunderstood, however, that the present disclosure is to be considered anexemplification of the principles of the invention and is not intendedto limit the spirit or scope of the invention and/or claims of theembodiments illustrated.

Referring to FIGS. 1-4, there is shown a restraint system 100 used forrestraining a motorcycle 20 securely and easily to the floor 10 of atransport vehicle (not shown). The restraint system 100 includes aframework assembly 110 removably secured to the motorcycle 20 andremovably secured to a receiver assembly 150. The receiver assembly 150may be either permanently or semi-permanently mounted to the floor 10 ofthe transport vehicle.

The framework assembly 110 includes a rod 112 that is placed through therear axle 22 of the motorcycle 20. The rod 112 may include knobs 114and/or pins that are secured to ends of the rod 112, preventing the rod112 from sliding out of the rear axle 22 on its own. The knobs 114 maybe threaded onto the rod 112 or other securing means may be employed.The framework assembly 110 further includes a pair of arms 116 extendingoutwardly from a trailing bar 118. The ends 117 of each arm 116 have abore or aperture 119 to accommodate the rod 112. The arms 116 are spacedapart from each other such that the rear wheel 24 of the motorcycle 20can adequately fit therebetween. As discussed further below, thetrailing bar 118 has a predetermined length with ends 122 that extendpast the placement of the arms 116.

A handle 120 extends away from the trailing bar 118 at a differentdirection from the extending arms 116. The placement of the handle 120along the trailing bar 118, while shown as being approximately in thecenter of the two arms 116, may be moved without changing the scope ofthe embodiment. The handle 120 provides various benefits to theframework assembly as described below.

As mentioned above, the framework assembly 110 is removably secured tothe receiver assembly 150. The receiver assembly 150 includes a baseplate 152 either permanently attached or semi-permanently attached tothe floor 10 of the transport vehicle via mushroom bolts 154. On eitherend of the receiver assembly 150 are locking assemblies 160, which asfurther described below lock the framework assembly 110 thereto. Eachlocking assembly 160 includes one or more keyhole slots 162 toaccommodate the mushroom bolts 154, which aids in securing the lockingassemblies 160 to the floor 10 of the transport vehicle. The base plate152 will thus serve as a drill template to ensure the locking assemblies160 are spaced and mounted to the floor 10 of the transport vehicle incorrect locations. The base plate 152 may further be stamped or cut witha target mark or notch 153 to guide the user when moving the motorcycle20 into place. Once the locking assemblies 160 engage the mushroom bolts154, the receiver assembly 150 is ready to receive the frameworkassembly 110.

The guides 124 positioned near the ends 122 of the trailing bar 118prevent y-axis movement when the framework assembly 110 is secured tothe receiver assembly 150. When not in use, the receiver assembly 150can remain attached to the floor of the transport system or be removedif only semi-permanently attached.

Each locking assembly 160 includes a lower plate 166 that has one ormore of the keyhole slots 162 defined therein to secure the mushroombolts 154. Referring to FIG. 2B, the locking assemblies 160 are furtherprevented from moving in the y-axis by locks 164, or shear pins. Thelocks 164 have a spring 185 that forces a lower portion 186 down into anopening 189 in the base plate 152, preventing the lower plate 166 frommoving in the y-axis in relation to the base plate 152. To release thelower plate 166, the user grabs and pulls upwardly on a ring 187, whichcompresses the spring 185 and pulls the lower portion 186 out of theopening 189.

A pair of U-shaped brackets 168 are secured to the lower plate 166 andare arranged such that the openings 170 defined thereby are positionedto receive the ends 122 of the trailing bar 118. Positioned between thetwo brackets 168 is a latch 172. The latch 172 includes a first enddefined as a handle 174. At a second end 175, the latch 172 is pivotallysecured between the two brackets 168. The latch 172 also includes alower protruding member 176 that aligns to close off the opening 170 inthe brackets such that the end 122 of the trailing bar 118 fits in theopening 170 between the lower protruding member 176 and the brackets168. Once the trailing bar 118 is secured in the locking assemblies 160,a pin 180 can be inserted through aligned apertures 182 and 184 in thebrackets 168 and the latch 172, respectively (best seen in FIGS. 6 and7). In addition, a lanyard 183 may be used to restrain the pin 180 withthe lock 164.

To operate the restraint system 100, the user normally attaches theframework assembly 110 to the motorcycle 20 by inserting the rod 112though the aperture 119 on the ends 117 of the arms 116 and through therear axle 22 of the motorcycle 20 and then securing the rod 112 with alocking knob 114, pin 115, or other secure locking device. This cangenerally be done while the motorcycle 20 is on its side stand or centerstand, or on a maintenance stand. Referring now to FIG. 5, the user thenpushes the motorcycle 20 into the transport vehicle with the frameworkassembly 110 trailing behind the motorcycle 20. The guides 124, whichcould also be rotatable or wheels, would allow the trailing bar 118 toglide smoothly across the ground without being scratched. When themotorcycle 20 reaches its stowed position, the trailing bar 118 iscaptured by one or more locking assemblies 160. FIG. 6 shows the latch172 in the process of capturing the trailing bar 118. Because of theprofile of the protruding member 176 defined by the latch, the user doesnot have to raise the latch 172 in order to secure the trailing bar 118.As the trailing bar 118 moves forward the trailing bar will move thelatch 172 upwards and gravity will cause the latch 172 to movedownwardly once the trailing bar has moved into the opening 170 definedby the U-shaped brackets 168. The user then secures the latch 172 with asafety pin 180 or other secure locking device. There are manycombinations of passive and active latches and the intent of thisinvention should not be limited to the preferred embodiment.

To remove the motorcycle 20 from the restraint system 100, the usergenerally releases the safety pin 180 and rotates the latch 172 todisengage the trailing bar 118 as shown in FIG. 7. The motorcycle 20 andframework assembly 110 are backed out of the receiver assembly 150. Theknob 114 is then removed from the rod 112 such that the rod 112 may beremoved from the rear axle, de-mating the framework assembly 110 fromthe motorcycle.

For convenience, a strap or bungee cord 190 can be stowed on theframework assembly 110 between the two arms 116. The strap can beconnected at one end to the rear of the motorcycle 20. This will holdthe trailing end of the framework assembly 120 off the ground while theuser is pushing the motorcycle.

In addition, the rod 112 inserted through the motorcycle rear axle 22and framework assembly 110 is free to rotate, forming a hinge joint. Thetrailing bar 118 is likewise captured by the receiver assembly 150 in away that is free to rotate, also forming a hinge joint. The combinationof the two hinge joints described provides a passive means ofaccommodating varying heights of motorcycle rear axles that can varybased on the diameter of the motorcycle wheel and/or tire and the amountof air pressure in the motorcycle tire.

The primary configuration for the present invention is for themotorcycle 20 to face forward in the transport vehicle (i.e., motorcyclemoving in the same direction as the transport vehicle) with theframework assembly 110 of the restraint system 100 trailing behind itand the motorcycle pushed forward into the back of the transport vehicleby the user. Due to space constraints, transport vehicle configuration,loading procedures or personal preference, it might be desirable toconfigure the motorcycle in configurations involving combinations of thefollowing: i) motorcycle pushed into transport vehicle forward vs.backward; ii) motorcycle facing frontward vs. backward vs. perpendicularvs. diagonal with respect to travel of transport vehicle; iii) restraintsystem framework trailing vs. leading motorcycle; and iv) restraintsystem framework attached to motorcycle rear axle vs. front axle vs. anyother structurally sound feature such as an engine mount, foot peg, orsuspension pivot bolt.

The preferred embodiment of the rod 112 is to be one-piece and insertcompletely through the rear axle 22 of the motorcycle. Due to varyingconfigurations of motorcycles, the following methods might also benecessary: i) two separate rods, or pins, inserted through the frameworkassembly on each side and partially penetrate the motorcycle axle oneach side; or ii) two separate cups inserted through the frameworkassembly on each side and a hex nut, or similar feature on the end ofthe axle on each side.

The motorcycle, when restrained by the present invention, is restrainedin the yaw 200, pitch 210, and roll 220 rotational axes and the x 225, y215, and z 205 translational axes. Yaw, roll, forward x and y motion islimited by the rigidity of the restraint system 100. Forward pitch anddownward z motion is limited by the floor of the transport vehicle.Backward pitch and backward x and upward z motion are limited by theweight of the motorcycle 20 and the handle 120 attached to the trailingbar 118. The handle 120 will prevent this upward and backward motion ofthe motorcycle 20 (or flipping motion about the rear motorcycle wheel24) because as the motorcycle 20 begins to flip, the handle 120 willmove downwardly striking the floor 10 of the transport vehicle. As soonas the handle 120 strikes the floor 10 the flipping motion of themotorcycle will stop. Given the small distance between the handle 120and the floor 10, the rear end of the motorcycle 20 will not be able toflip or move much off the ground if at all.

Additional uses of the invention include the following: i) restraining amotorcycle to any relatively flat, horizontal surfaces for purposes suchas maintenance or storage, and ii) without the base plate or receiverassemblies, a strap or bungee cord can be stretched between theframework assembly and some point on the motorcycle to hold themotorcycle upright.

From the foregoing and as mentioned above, it will be observed thatnumerous variations and modifications may be effected without departingfrom the spirit and scope of the novel concept of the invention. It isto be understood that no limitation with respect to the specific methodsand apparatus illustrated herein is intended or should be inferred. Itis, of course, intended to cover by the appended claims all suchmodifications as fall within the scope of the claims.

1. A restraint system for use with a motorcycle in a transport vehiclehaving a floor, wherein the motorcycle has a rear wheel positioned on arear axle, the restraint system comprising: a framework assembly havinga rod for insertion through the rear axle of the motorcycle, the rodhaving ends captured by arms extending upwardly from a trailing bar, theframework assembly being positioned such that the trailing bar is behindthe rear wheel; and a receiver assembly attached to the floor of thetransport vehicle, the receiver assembly having at least one lockingassembly that mates to the trailing bar of the framework assembly,thereby securing the motorcycle to the floor of the transport vehicle.2. The system of claim 1, wherein the framework assembly includes ahandle extending outwardly from the trailing bar.
 3. The system of claim1, wherein the framework assembly includes locking pins positioned onends of the rod that extend past the arms.
 4. The system of claim 1,wherein the framework assembly includes a pair of openings separatelypositioned on each arm for storing a strap.
 5. The system of claim 1,wherein the arms defined by the framework assembly are separately spacedby a predetermined distance to accommodate for the rear wheel of themotorcycle.
 6. The system of claim 1, wherein the trailing bar includesat least one rotatable guide.
 7. The system of claim 1, wherein thereceiver assembly includes a base plate attached to the floor of thetransport vehicle.
 8. The system of claim 7 further including a pair oflocking assemblies that are positioned and separately secured to thebase plate a predetermined distance apart from each other.
 9. The systemof claim 8, wherein each locking assembly includes a latch positionedbetween a pair of brackets that defines a lateral opening through thebrackets and latch, the opening being positioned for receiving andsecuring an end of the trailing bar between the brackets and latch,whereby the motorcycle is secured to the floor of the transport vehiclethrough the framework assembly and receiving assembly.
 10. The system ofclaim 9 further comprising a pin for insertion through holes defined bythe latch and pair of brackets that align at least when the trailing baris positioned in the lateral opening.
 11. The system of claim 1 furthercomprising a first hinge joint defined by the rod being rotatablysecured within the rear axle and ends of the arms, and a second hingejoint defined by the trailing bar being rotatably secured to thereceiving assembly, wherein the first and second hinge joints allow thesystem to automatically angle to adjust to various motorcycle heights.12. A restraint system for use with a motorcycle in a transport vehiclehaving a floor, wherein the motorcycle has a rear wheel positioned on arear axle, the restraint system comprising: a framework assembly havinga rod, a trailing bar, a pair of arms extending outwardly and upwardlyfrom the trailing bar, each arm having a means for holding an end of therod, and the rod having a length such that the rod can be insertedthrough the rear axle of the motorcycle such that the ends of the rodare positioned in the holding means of each arm; and a receiver assemblyattached to the floor of the transport vehicle, the receiver assemblyhaving a means for securing the trailing bar of the framework assemblythereto, thereby securing the motorcycle to the floor of the transportvehicle.
 13. The system of claim 12, wherein the holding means of eacharm are defined as being an aperture.
 14. The system of claim 12,wherein the trailing bar includes a pair of rotatable guides.
 15. Thesystem of claim 12, wherein the securing means of the receiver assemblyis defined by a pair of locking assemblies that are positioned andseparately secured to the floor of the transport vehicle at apredetermined distance apart from each other.
 16. The system of claim15, wherein each locking assembly includes a latch positioned between apair of brackets that defines a lateral opening through the brackets andlatch, the opening being positioned for receiving and securing an end ofthe trailing bar between the brackets and latch, whereby the motorcycleis secured to the floor of the transport vehicle through the frameworkassembly and receiving assembly.
 17. The system of claim 16, wherein thereceiver assembly further includes a base plate positioned between thelocking assemblies and the floor of the transport vehicle.
 18. Arestraint system for use with a motorcycle in a transport vehicle havinga floor, wherein the motorcycle has a rear wheel positioned on a rearaxle, the restraint system comprising: a framework assembly having arod, a trailing bar, a pair of arms extending outwardly and upwardlyfrom the trailing bar, each arm having an aperture for holding an end ofthe rod, and the rod having a length such that the rod can be insertedthrough the apertures of the arms and the rear axle of the motorcycle,and a pair of rotatable guides separately positioned on the trailingbar; and a receiver assembly having a base plate secured to the floor ofthe transport vehicle, a pair of locking assemblies separatelypositioned and secured to the base plate at a predetermined distanceapart from each other, each locking assembly includes a latch positionedbetween a pair of brackets that defines a lateral opening through thebrackets and latch, the opening being positioned for receiving andsecuring an end of the trailing bar between the brackets and latch,whereby the motorcycle is secured to the floor of the transport vehiclethrough the framework assembly and receiving assembly.
 19. The system ofclaim 18, wherein the framework assembly includes a handle extendingoutwardly from the trailing bar.